Aeroplane



Feb. 5, 1929. 1,701,298

J. DILL AEROFLANE Filed May 29, 1926 9 Sheets-Sheet 1 gal Feb 5, 1929.

J. DILL.

AEROPLANE Filed May 29, 1926 9 Sheets-Sheet 2 INVENTOR.

AT NEYS Feb. 5, 1929. 1,701,298

J. DILL AEROPLANE Filed May 29, 1926 9 Sheets-Sheet 3 NVENTOR.

/ ATT NEYS.

Feb. 5, 1929.

J. DILL AERO?LANE Filed May 29, 1926 9 Shee ts-Sheet 4 Feb. 5, 1929.

J. DILL AEROPLANE Filed May 29, 1926 9 Sheets-Sheet 5 V Feb. 5, 1929. 1,701,298

J. DILL AEROPLANE Filed May 29, 1926 9 Sheets-Sheet 6 Feb. 5, 1929.

J. DILL AEROPLANE Filed May 29, 1926 9 Sheets-Sheet 7 Feb. 5, 1929.

J. DILI- AEROPLANE Filed May 29, 1926 9 Sheets-Sheet ,8

9 M0 N j y V y A M, W Il v JH |1 tee'iiteti 5, 1929.

UNITED STATES JOHN DILL, OF NEW YORK, N. Y.

AEBOPLANE.

Application led May 29, 1926. Serial No. 112,481.

This invention relates to aeroplane construction and is directed to numerous features of novelty adapted to facilitate the handling ormanipulation of a plane,.both in the 5 air and on the ground.

One of the important features of the 1nvcntion is the provision of simple and eilicient means whereby the angle of incidence of the wings may be altered and adjusted to suit l articular conditions.- 'Wholly noveland efiicient means is providedfor the performance vof this important operation and the pilot is adapted to control this mechanism in a simple and efficient manner. l Another highly important feature of the l invention consists in the provision of `an aerolanc with adjustable incidence and the utiization of a propeller of adjustable pitch with means tovary the incidence of the wings and adjust the pitch of the propeller, these .adjusting mechanisms .being interconnected in suchl manner that when the incidence is changed,'.the pitch of the propeller will be Asimultaneously adjusted, so as to give the most efficient pitch for the new angle ofncidence. In this manner, the etiiciency 0f the plane throughout itsvarying ad''stments of incidence is maintained at the hi est point thereby rendering the operation o? the plane, while in the air,.as safe, .as possible and-serving further to obtain the :highest eiiiciency for the power exp'nded by the motor in the doing of useful work.

Another important.A feature .of the inven tion resides in aeroplane construction-so constituted that the Wings of the plane may befolded'by an occupant of the plane without leaving the fuselage of nacelle thereof. The apparatus whereby this folding of the.A wings is carriedout is adapted to fold thewings inward toward the fuselage or to unfold the wings to position them in flying condition.`

'Ihe folding ofthe wings is vimportant foi' commercial, military and naval aviation be cause of the less amount of space required for Astoring or housing.

vIn addition to the foregoing principal fea;

- tures to which I have referred, the `invention cmbodies .numerous supplemental features und advantages which wllbe apparent from thehereinafter detailed description and from the'appen'ded claims. The accompanying drawings illustrate one practical embodiment of the invention, but' the construction shown therein is to be undercompacted positions and the port wings in ily-' stood as illustrative, only, and not as defining the limits of the invention.

Figure lisa side elevation of an aeroplane embodying the present invention. The wings are illustrated in this figure in flying positions. u'

Figure 2 is a side elevation of the aeroplane with the starboard Vwings tilted preliminary to folding them into compacted positions vand the port wings illustrated as folded into the latter positions.

Figure 3 is a front elevation of the aero# plane showing the starboard wings in folded f ing positions.

Figure 4 is also`a front elevation with both the starboard and port wings in folded posi; tion. Y Figure 5 is a. plan viewf'foff'he parts as shown in Figure 4. I

Figure 6 is a section taken in substantially the plane of the line 6 6 of Figure 1, looking in a forward direction and illustrating fragments of thesparsof the wing in vSection and the fuselage being shown with longrons in Asection and the covering ofthe' fiiselfrge re-V moved. y Figure 7 `is a fragmental side elevation of a portion of the fuselage adjacentl the center. Figure 8v is a section 'onv the line 8-8 of- Figiire 6.-'

Figure 9 isja section on the line 9-'9 of" Figure 8: Figure 10 is a diagrammatic' assembly of the forward portion of the aeroplanein' per spective; 1 Referring to the drawings,1des'gates they.

i. fuselage of the plane. Itis constructed. in any fz.

suitable manner with'appropriate longrons 2 properly braced in an a Its design and shape is 5riotpP far as the present invention is concerned and in practice, it mayv be of any apprpriate streainline configuration aridi niay'f 'built ifoved fashion.

upstructurally V,of longrons,f rigid, .briicing and bracing wires or may be of-. monogoq'il'ie construction. Furthermore, while-the tion has been vshown in the accompanyingdrawings as associated` with tractor.' -.1

planes, embodying a fuselage, it Linafy filed utilized in aeroplanes of the pusher' typo 1n which a Suitable miie win be 'esta in lieu a fuselage.

An engine, not shownfiii the fis mounted on the fuselagein the construction Ile -able piopellers are by "Luand 10. This shaft extends rearwardly considered necessary to illustrate vsuch pro` peller in detail, but it may be here'noted .that the adj ustment of the propeller 1s obtained rotating a shaft 4 as shown best 1n Figures from the propeller to the means for operat it, hereinafter more fully explained.

e aeroplane is provided withv upper wings 5 and lower wings 6, with wluchare associated upper and lowerl center sections 7 and 8. It is ofthe essence of this invention that the wings be susceptible@ofA change in incidence and, as shown in the drawings, the center sections are`also adapted for a corresponding change. To permit of this oper ation, the upper center 'section is mounted for pivotal movement on a bar 9 (see Figs. 5 and 7*) and this bar is supported in fixed posi- -tion on consoles 10, mounted on the upper longrons (Fig. 7 In a similar mannerthe lower center section 8 is pivotally mounted f' on a transverse bar 11 carried by brackets 12 secured to the lower longrons. The upper and lower center sections 7 and 8 are secured to one another by two upright operating struts 14 and 14. These struts preferably connect the center sections at the rearspars thereof and adjacent both lateral edges of the center sections. They extend in su stantially vertical positionand, in the preferred form of the invention, are constructed after the manner illustrated in Figures 8 and 9. From these figures, it will be noted that the adjusting struts are preferably vof hollow sheet metal construction, bifurcated at their opposite ends Fand pivotally connectedsbypivot pins 15 to lugs 1G mounted onthe spars 17 of these center sections. The spars are shown as of hollow tubular form.

It will be apparent that with the two center sections, pivoted as described, and connected together by adjustingstruts in the manner c specied, a vertical adjustment of these struts will effecta simultaneous variation of the incidence of both center sections.Y Various mechanical means may be utilized for this purpose, and the construction shown in the drawings is typical rather than exclusive. In this showing (see Figs. 6 and 7), an upright threaded post 18 is mounted at cach of .the lower longrons 2 and extends upwardly through a bracketll) rigid with one of thc struts 14, 14.

A nut 20 is rotatably carried by each bracket and integral with the nut is a bevel gear, 21. With each bevel gear meshes a sections.

pinion 22 and these two pinions arev fiXedto the opposite ends of a sha-ft 23, extending transversely of the uselagle and carried bly the adjusting struts. A and Wheel 24 is fixed to the shaft 23 and by means of this hand wheel, which is within ready access of the pilot, the shaft may be rotated to rotate the nuts 2O.v The posts 18 are provided with right and left hand threads, respectively, so that when the nuts are rotated, the struts 14, .14 are caused to be vertically adjusted in .one direction or the other depending upon the direction of rotation of the hand wheel. By this operation, the rearspars -of both center sections are simultaneously'raised or lowered,while the front sparsof such sectionsrexfnain relatively stationary, so that by this operation, the incidence of both center `sections is simultaneously varied.

vIt will 'be noted from Figures Gand 10 that there is associated with the shaft 23 an additional pinion 25 which meshes with the gear 26 carried on the shaft 4. Inasmuch as the shaft. 4 controls the pitch of the propeller, it follows that the variation of incidence of the center sections simultaneously brings about a change in propeller pitch. In practice, the parts are so associated and the gearing is or such a ratio that changes of propeller pitch will oe appropriate to changes in incidence in order that the pro )er relationship between these important eaturcs. may be preserved in order to give maximum efiiciency during iii ht.

In carrying out t is invention in its preferred form, the wings `5 and 6 4are mounted on the respective center sections for change of incidence therewith and the mount-ing is also adapted to permit of a bodily folding operai tion of the starboard andport planes into compact position, substantially parallel to the `fu'sel'a e to facilitate storage. To permit 'of this, t e forward 'spars of each of the u'4 4V andlorrerxvings ivotally securedlto opposite ends of the ars 9 land 11 (Figs. 5A and 7) in such manner as to permit universal movement ofthe wings.V Thus', in Figure 5, the spars 27 of the upper planes are shownas secured, by means of pivots 28, to the opposite ends of the bar 9, so thatvthe said spars may b e swung into and out of alinement with said bar, while the mounting of the bar is such as to permit rocking thereof.V This will v provide for the universal movement referred to. The spars of the lower planes are similarly associated with the bar 1l.

izo'

To provide for the several nuini'cnieuls of' the-planes as referred to, it is further essen-- tial to provide for adctachable connection he-V shown as provided with attaching bolts 29 p0 sitioned in alinement with the respective rear spars of the upper and lower planes, and said spars are provided with threaded pockets 3() to receive these screws. The screws are mounted in the center sections for longitudinal movement and are suitably guided for this operation. Each screw is squared for a portion of its length, as shown at 3l, and asso ciated with each squared portion is a sprocket 32 precluded from edgewise movement by means of stops 33. Extending vertically through the associated adjusting struts i4. t4 are endless sprocket chains 34 shown best in Figure 8. These chains encircle the superim posed sprockets 32 of the upper and lower 'center sections and within the struts are positioned adjusting sprockets A shaft Sti extends transverselyl ol' the struts 14, 14 and is mounted to rotate therein and on this shaft the pinions :l5 are fixed, A hand wheel 37 carried by one end of the sha tt permits of the operation of both sprockets 35 simultaneously and as a result both sprocket chains are operated to sinniltaneously rotate all of the bolts Q9 to cause them 'ro he projected into threaded engagement with the sproclo cts 30 of the spars or to he retracted from sa id pockets, depending'upon the direction of roiation of the hand wheel 37,

It therefore follows that it' the upper and lower wings are brought into flying position, all of the screws Q9 may be simultaneously advanced to secure the rear spars oi all of' the Wings to the center sections. `When it is de sired to subsequently release the wings for a folding operation, all of said screws may' he simultaneously retracted to permit of such operation.

The wings are spaced apart with outboard struts, the forward struts being designated 38 and the rear struts $9. The forward struts are rigid and this structure best shown in Figure l (l. wherein they are shown as having pivotal connection at their upper and icrwer ends with the respective wings and further as otl' set rearwardly at their opposite ends to provide for pivotal movementy of the wings as hereinafter more fully described. Anti-friction bearings 40 preferably1 cooperate ,with the pivotal connection between the struts 38 and the wings in order that pivotal movement ol the, wings with respect to the struts may he rendered as free from friction as possible. The rca r struts 3!) are jointed midway of their length as shown at. 4l, so that each oi thcso struts constitutes in cfi'cct a toggle. 'lhe pivot at they elbow ot' the toggle, is oil center of thel line of thrust imposed by the wings when the sections of the toggle are in alinement and in this way inadvertent collapsing of these struts is precluded.

Springs 42 (Figs, 4 and l0) are also associated with the elbows of the toggles and normally tend to torce the links thereof into alinement. The opposite ends of the toggle sections or links are )ivotally eonnectedto the upper and lower planes, as shown in Figure l0, to permit ot' llexing of the toggles'.

It is conventional in hiplane construction to provide interplane bracing known to the art as the landing wires, the flying wires7 1ncidence wires, etc.

ln the construction shown in the drawings. landing ind fiying wires of the conventional forni :hay be associated with the planes adjacent the forward spars. these wires being secured to the struts 38, the fuselage and consoles lt). inasmuch as this will be readily urulerstood by those skilled in the art, Ihave not considered it necessary to show these wires in the drawings, but have limited the drawings, particularly with regard to Fig ure 10, to a showing of a novel forni ot' wiring whereby the wings are supported in such manner as to permit a change of incidence and aiso allow of the wings to be tilted and folded into and out of compacted position with reference to the fuselage. This novel wiring will now he described in detail.

Referring to Figure 10, attention is first directed to the wire 43. It is secured at one oi its ends at the elbow of the toggle and isv lcd over directional pullers 44 to a drum 45 iooueiy mounted 1tor rotation on the shaft 23 (Fig. t3) and with this drum is ri idly associated a hand wheel 46 whereby tie wire 43 may he coiled upon the drum or unwound therefrom. Suitable means (not shown) for locking the drum against unwinding is preferably provided. The purpose of this Wire 43 is to collapse the rear strut 39 when desired and, in iractice, one of these wires is associated wit. the port, as well as with the starboard wings.

In describing additional wires, I will specity only those associated with the starboard wings, it being understood that they are duplicated for the portwings.

The wire 47 is attached'at one end to the inhoard and of the rear spar of the u per \.viug, whence it extends in a downward t iagonal direction and passes through a directional pulley positioned theY lower end of the rear strut 39 shown at 48. This stretch of the wire functions as the rear landing wire. Fromthe pulley 48, the wire extends in an upward diagonal direction through a pulley at the upper end of the forward stlrut 38, this portion of the wire serving as an incidence wire, Thenre the wire extends to a directional pulley 4S) and about otherldirectional pulleys 50 to a drum 5l carried by the adjusting strut i4".

The drum 51 ismounted on a shaft 52 car ried by the strut 141. as shown in Figures 6 and 7 and said shaft also carries a second drinn 53 at its opposite end. Intermediate its ends, the shaft is provided with a worm wheel 54 which meshes with the worm 55. The Worm is carried on a transverse shaft 56 having bearings in the struts 14 and 1.4 and at one end of said shaft is fixed a sprocket 57 having a, chain connection 58 with a second sprocket 59 mounted on a stub shaft 60. Fixed with respect to the pulle 59 on the stub shaft 60 is a hand wheel 61 y means of which the drum mav be operated to control the tension of thc wire 47 throughout its entire length and to thereby provide for pressure means of adjusting the incidence of' the wings on the starboard side ot the plane..

Coiled about the other drum 53, to which I have referred, is a wire 62. This wire leads about suitable directional rolls to the lower end ot' thc forward strut 38 whence it extends upwardly in a diagonal direction to the upper end of the rear strut 39, constituting for this stretch of the wire a second incidence wire. At the upper end of the strut 39, the wire 62 passes through a suitable pulley and is then led diagonally downward in an inboard direction to the inboard end of the rear spar of the lower plane where it is secured. That portion of the wire between the pulley 43 and its point of attachment last described performs the function of a dying wire.

It is to be noted that the wires 62 and 47 are coiled upon the drums 5l and 53 in opposite directions, i. e., one right hand and the other left hand, so that. when these drums are simultaneously operated by the hand wheel 61, one wire will be wound while the other is unwound. The reason for this arrangment will be presently described.

T e wire 64 is secured at one end to the upper end of the strut 38 and is led downwardly and forwardly to a bracket 65 which stands out from the side of the fuselage and is preferably stream-line or in the shape of an aerofoil as shown. Passing through the bracket 65 by means of suitable directional pulleys, the wire 64 is led rearwardl within the fuselage and is coiled about a rum 66, mounted on the shaft 67 which is o eratively connected by means of a chain an sprocket connection to a hand wheel 68. Also mounted on thev shaft 67 is a second drum 69 about which is coiled a wire 70 which extends over directional pulleys and is secured at its distant end to the upper side of the upper wing at its forward spar at 7l.

T he wires 64 and 70 are coiled about the drums 69 and 66 in opposite directions, so

that when one is unwound, the other is wound. lt may bo here noted thatI that portion of cach wire which extends from the bracket back to the point whore it is scoured to the upper end oi the outboard strut 3S serves thc function of a dragI or drift wire. I have for convenience of description referred to the supports just described as wires, but it will be understood that in practice they may be either of wire. cable or wire rope.

In practice, all of the hand wheels or other `operating devices whereby these wires or cables are operated are preferably positioned within easy access of the pilots seat which 1s designated in the drawings by the reference character 72 located in the cock pit 7 3. Thus when the pilot is occupyinfv the seat 72, all of the operating devices refierredto are within easy access, so that he may at will perform the practical operations next to be described. if

ously unwind the cable 70 from the drum 69.

By this operation, the cable 64 will cause the wings to be swung outwardl on their universal joints until the spars o said wings are in alinement with the spars of the center sections. As the cable 64 is Wound to draw the wings outwardly, the wire cable70 will be uuwo'und to permit of this movement 0f the wings.

After the wings have been extended, as described. the hand wheel 46 is operated to place the cable 43 under tension and to wind the cable upon the drum 45. As the cable is wound up, it will serve to straighten out the toggles which constitute the rear struts 39 of both wings. The manner in which this operation takes place will be apparent from Figure 2, and obviousl the operation of drawing the sections of t cse struts into alinement will tilt the bottom wings into substantially horizontal positionand simultaneously tilt the top Wings into substantially horizontal position. After the cables 43 have 'been drawn sufficiently to effect an appreciable straightening of the sections of the rear struts, the springs 42 will tend to finish this operation. l

After the wings have been brought into substantially flying posi-tion, the hand wheel 37 is operated to advance the wing attaching screws 2,9 by which operation the rear spars of the several wings are secured to the ree spective center' sections.

The operation of straightening the rear struts and the forcing of the wings into substantially iiying position will manifestly bring about a tensioning of the cables 47 and 62, but after this operation is complete, slight manipulation of the hand wheel 46 may 4be the operator by merely manipulating the hand wheel 24 to raise or lower the adjusting struts. This operation varies the incidence of the center sections and the wings which are monnted thereon will partake of a like variation. f

The automatic variation of incidence of the wings to correspond with' variations in incidence of the center sections, necessarily follows from the fact that as shown in Fig lure 10, the free end of the wire 47 is'isecured .to the rear end of the upper center section, While the free end of the wire 6:2 is secured to the rear end of the lower center section. Thus, if the incidence of the center sections is decreased. there will be a slight. slackening of the wire 62 and a corresponding tightenln of the wire 47 with the result tnat the inci ence-wires between the outboard struts will be correspondingly lengthened and shortened to produce a change in incidence corresponding to the change of incidence which has occurred in center sections.

In order that the pilot may know the in` cidence at which the planes are set, I preferably provide an indicator shown in Figure 6. This indicator embodies a suitable graduated scale 10() with which cooperates an indicatingl finger 101. A spring 102 impels the indicating finger in one direction, while opposed to the spring is a wire 103 which extends over a directional pulley 104 and is secured to 4the adj? sting strut 14. As this strut iseleftated to' decrease the incidence, the spring is permitted to move the indicating finger in one direction and when the strut is lowered, the wire 103 will draw the indicating finger in t'ie other direction. The graduated scale may be marked in degrees, so that by knowing the position of the indicating finger the pilot may see at a glance the degree of incidence at which the planes are set.

All of the operations which have been described may be carried out by an occupant of the cock pit. In other words, the parts may be brought into accurate flying positions by the pilot without leaving the cock pit. This feature of the present invention is distinctlyY novel in aviation.

I have described the manner in which the wings are moved from compacted positions into flying position and it will be understood that the wings may be moved from flying position into compacted position by a reversal of the operations described. It thus appears that after making a landing, the pilot may move the Wings into compacted positions and taxi into the hangar Without leaving the scat of the ship. The importance of this phase of thc invention will be obvious to those skilled in the art. It not only permits of one man control and operation of the ship, but greatly facilitates the storing of an aeroplane. Itas of obvious importance from commercial, m11- itary and naval aviation standards because ofthe lesser housing space and because of convenience in transportation without necessitating dismantling. Furthermore, the ability to compact the plane in the manner dcA scribed renders it more easily caniouflaged frnm an enemy when on the ground.

It will of course be understood that the aeroplane is provided with a suitable undercarriage and appropriate empennage, tail .skid and other adjuncts well known to the art, and that the flying controls may be of any col'ivcntional type. I wish to lay particular stress upon the ability of the pilot to change incidence while in Hight and also to the automatic manner in which the pitch of the propeller is simultaneously adjusted to compensate for variations in incidence.

In the preferred form of the invention, these adjustments are simultaneously made and arc interconnected, so that the adjustment of incidence will correspond with the adjustment of propeller pitch. By this arrai'igcrnent, maximum flying efficiency is obtained and preserved. I am aware, however, that certain advantages of the invention may be obtained without necessarily changing the propeller pitch and accordingly while the simultaneous ad'ustment is preferred, the inl vention in its road aspect is not limited in this connection. l

For the reasons given, the invention is not restricted to the specific construction shown or to the particular combination described. Some of the features of the invention may be emlloyed without necessarily-emplo ing all an structural details may be varie as will be apparent to those skilled in the art without departing from the invention the scope of which is to be understood as ully commensurate with the appended claims.

Attention may be directed to the fact that the axes on which the wings are pivotall moved to adjust the incidence pass throng approximately the center of lift of each wing. If the plane has any dihedral, the axis of one wing will be a continuation of the other and willcorrespond to the axis of the center section, but if there is a dihedral angle, the axes will of course be different ,for both wings and center sections.

The advantage of having these axes extend approximately through the centers of lift will render the tiltin of the planes to vary the incidence relativehv easy, so that little power will be required to effect a change in incidence.

Attention may bealso called to the fact that in the moving of the wings from flying to compacted positions, and vice versa, no separate adjuncts or attachments are required, I am aware of the folding construction common to such aeroplanes as the Handley Page. It will be apparent, however, that the system of folding the wings of planes of such character is totally distinct and different from the system of the present invention and requires the use of false struts and j uncts for carrying lout the foldin operation which must, moreover, be accomp ished by a large number of men working outside of the fuselage or nacelle,

I have hereinbefore specifically directed attention to the apparatus of this invention. I am aware, however, that the invention also embodies novel methodsof manipulatin the parts of a flying machine and these met ods are to be understood as also forming part of his invention.

Hfaviny thus fully described the invention, what I claim as new and desire to secure by Letters Patent is:

1. A flying machine embodying port and starboard wlngs capable of adjustment' to vary the incidence thereof, a propeller ca pablo of adjustment to vary the pitch thereof, and interconnected means for simultaneously varying the incidence 0i the wings and the pitch ot' the propeller.

'2. A il ing machine embodying port and starboar wings mounted for bodil 1 pivotal movement to vary the incidence of t e wings, means for pivotally adjusting said wmgs to the desired incidence, a propeller capable of adjustment to vary the pitch thereof, .and means interconnected wit the wing adjusting means for varying the pitch of the propeller.

3. A fl ing machine embodying port and starboar wings capable of adjustment to vary the incidence thereof, a propeller ca pable of adjustment to vary the itch thereof, mechanism for varying the incidence of the wings, mechanism for varying the pitch of the ropeller, and lcommon operating means for both of said mechanisms, whereby proper flying relation is maintained between incidence and pitch.

4. A lying machine embodying aacenter section pivoted on a substantially horizontal transverse axis, port yand starboard wings secured to the center section and pivotally mov able therewith on transverse axes extending approximately through the centers of. lift of said wings, means, operable from within the machine to adjust the outer end portions of the wings to the desired incidence with re'- spect to the incidence of the center section, and means for thereafter simultaneously correspondingly varying the incidence of both the wings and center section.

5. A flying machine embodying a center section pivoted on a substantially horizontal transverse axis, port and starboard wings secured to the center section and pivotally movable therewith on,transverse axes extending approximately through the centers of lift of said wings, means, operable from witliin'the machine to adjust the outer end portions of the wings to the desired incidence with respect other ad-v to theiincidence of the center section, and means for thereafter simultaneousl correspondingly varying the incidence of both the ,wings and center section, while maintaining the transverse relation (dihedral, if any) between the wings and center section.

6. A flying machine embodying upper and lower port and starboard planes spaced apart intermediate their ends by struts, incidence wires between the upper and lower planes at the struts, and means operable from within the machine for varying the length of the incidence wires.

7. A flying machine embodying a suitable fuselagel or nacelle, upper and lower port and starboard wings extending laterally from the nacelle, struts positioned between the upper and lower wings for spacing them apart, 1ncidence wires extending diagonally between the struts of the respective wings, and means positioned within the nacelle or'uselage and operable by the pilot for simultaneously varying the length of the incidence wires of the port and starboard planes to vary the incidence o'f such planes adjacent the struts.

8. A flying machine embodying a suitable fuselage or nacelle, upper and lower ort and starboard wings extending laterally rom the fuselage or nacelle, said wings being mounted for pivotal movement with respect to the fuselage or nacelle, strutspositioned between the upper and lower wings at each side ofthe machine, incidence wires extending diagonally between the struts and adjustable from within the nacelle or fuselage to vary the incidence of the wings adjacent the struts, and means also operable from within the nacelle or fuselage for var 'ina the incidence of the wings adjacent the iuselage or nacelle.

9. A biplane embodying port and starboard upper and lower wings capable of adjustment to vary the incidence thereof, a propeller capable of. adjustment to vary the pitch thereof, and interconnected means for simultaneously varying the incidence of all the planes and the pitch of the propeller.

l0. A hiplane embodying upper and lower center sections mounted for pivotal Inovement, upper and lower port and starboard wings secured at their` inboard ends to said center sections, struts for spacing the upper and lower wings apart intermediate the ends of said wings, incidence wires extending diagonally between the upper and lower Wings adjacent the struts, means for pivotally moving the center sections simultaneously to vary the incidence of the center sections and the incidence of those portions of the Wings adjacent the center sections, and means tor simultaneously varying the length of the incidence wires to effect a corresponding change in incidence of the wings adjacent the struts.

l1. A biplane embodying upper and lower center .sections mounted for pivotal movement, upper and lower port and starboard momes Wings secured at their inboard ends to said center sections, struts for spacing the upper and lower wings apart intermediate the ends of said wings, incidence wires extending ai agonally between the upper und lower wings;

adjacent the struts, means for piiotally niovingr the center sections simultaneously to vary' the incidence of the center sections and the iiicidence of those portions of the wings adjacent the center sections, and incansautornatiu cally operable by a change of incidence of the center sections for simultaneously vary ing the length of the incidence wires to ecct a corres ondingr change in incidence of the wings a' jacent the struts.

12. In a flying machine, upper and lower starboard and port planes mounted on relatively fixed pivots for pivotal movement/adjacent their leadingr edges and said pivots being spaced apart a fixed distance. means for spacing the trailing edges of said upper and lower wings a substantially fixed distance apart, means for pivotally moving said wings to vary the incidence of the inboard ends of the wings simultaneously. struts positioned' between the upper and lower wings intermediate their ends, incidence wires extending ldiagonally between the wings adjacent the struts, and means for varying the length of the'incidence wires to vary the incidence of -the wings adjacent said struts.

13. A flying machine embodying a .fuselage or nacelle, port and starboard wines mounted for pivotal movement. on pivots fixed relative to the fuselage, adjusting struts spacing the inboard ends of the upper and lower wings vertically apart, com lernentarily threaded members carried y said struts and the fuselage and adapted, when operated, to vertically move the struts to vary the incidence of the wins at their inboard ends, a ropeller capa le of adjustment to vary tlie pitch thereof, mechanism for adjusting the propeller, and a single hand wheel operatively connected to the propeller adjusting mechanism, and to the adjustingh j means of the struts, whereby the operation of the hand wheel will siniultaneousl vary the incidence of the planes and the pitch of the propeller.

14. A flying machine embodying port and starboard upper and lower wings mounted for pivotal movement adjacent their leading edges on pivots spaced a substantially fixed distance apart, struts for spacing the inboard ends of said wings a substantially fixed distance apart adjacent their trailing edges, a propeller capable of adjustment to vary the pitch thereof, and unitary means for adjustin the propeller to change thc pitch thereo and for simultaneously'.vertically shift'ing said struts to vary the incidence of the wings. l

15. A flying machine ci'iibodyiiig port and starboard upper and lower wings mounted for pivotal movement adjacent their leading edges on pivots spaced a substantially fixed distance apart, struts for s acing the 'iiboard ends of said wings a su stantially ixed distance apart adjacent their trailing edges, a propeller capable of adjustment to vary the pitch thereof, andunitary means for adjustiiw the ropeller to change the pitch thereof and or simultaneously verti-X cally shifting said struts to vary the incidence of the wings, at the inboaril ends thereof, and means automatically operable upon the change ot' incidence of the planes at tin inboard ends thereof to effect a simultaneous' like change of incidence of the wings 90 adjacent the outboard ends thereof.l

it. A flying machine embodying upper and lower .starboard and port wings spaced apart by suitable struts and braced by Wires of which one incidence Iwire at each side of the machine is a continuation of a flying wire and the corresponding incidence wire at each .side of the machine is a continuation of a landing wire. l

1T. In a flying muchine,`starboa1'd and port 90 planes pivotcd tor universal movement with respect. to thc fuselage o'r nacelle of the ma-l chine and extending in a lateral direction when in flying position, means for detachably securing the wings in flying position, means for pivotally moving the wings on said universal joints, while in flying condition to vary the incidence thereof, said wings being adapted to be bodily swung upon the universal joints out of transverse flyin position 10 into compacted position in which t eyextend fore and aft of the machine. I

18. In a flying machine, port and starboard wings pivoted on universal joints, means for detachably securing the wings in transversely extending substantially horizontal flying p0- sitions, means for varying the incidence of the wings while in flight, means `for rtiltin the wings while in transverse position to ring their cords substantially upright, and means' 110v for thereafter bodily swin ng the wings into a ition wherein theywill extend fore and a of the machine.

la A flying machine embodying port and starboard win s pivoted for tilting movement upon horizontal axes and for Swingin movement upon vertical axes, means for hol ing the wings in transversely extending ilying iositions, means for varying the incidence of t e wings` while in flight, said wings being 150 adapted, when released by the holding means, to be tilted on their horizontal axes into substantially upright positions, and thereafter swung on their vertical axes into compacted position wherein they extend fore and aft of the machine.

20. A flying machine embodying port and starboard wings pivoted for tilting movenient upon horizontal axes and for swinging movement upon vertical axes, means for holdw adapted, when released'by the holding means,

to be tilted on their horizontal axes into substantially. upright positions, and thereafter swun on their vertical axesinto compacted positlon wherein they extend fore and aft of the machine, and means operable by the pilot from within the machine for operating the holding means and moving the wings from their flying to compacted positions and vice versa.

21. A biplane having front and rear interplane struts between the upper and lower wings and the opposite ends of which struts are pivotally connected to the respective wings, the forward strutsbeing rigid and the rear struts being of toggle form whereby when the toggles are flexed the wings are Atilted to bring their cords into substantially upright position.

22. In a biplane, upper and lower main planes, interplane struts for spacing said planes apart, flying wires, landing wires and incidence wires between said planes, said incidence wires being continuations of-the flying and landing wires.

23. In a biplane, a nacelle or fuselage, upper and lower main planes, mounted on the nacelle or fuselage, inte lane struts for spacing said planes apart, ying wires, landing wires and incidence Wires extending between the upper and lower planes, said inc1- dence wires being continuatlons ofthe flying and landing wires, and means within the fuselage or nacelle for regulating the tension of said wires.

24. In a biplane. a nacelle or fuselage, upper and lower main planes niounted on the nacelle or fuselage, interplane struts for spacing said planes apart, Wire tensioning means within the fuselage or nacelle. Wires extending from the Wire tensioning means to the respective struts and constituting landing and flying wires, and from thence extending in a fore and aft direction diagonally between the struts and constituting incidence wires.

25. A flying machine embodying a fuselage or nacelle, port and starboard wings mounted for pivotal movement on pivots supported from the fuselage, incidence adjusting struts secured to the wings, and complementary threaded members operatively connected to the struts and to the fuselage and adapted, when operated, to lon itudinally move the struts to vary the inci ence of the wings, in combination with a propeller capable of adjustment to vary the pitch thereof, mechanism for adjusting the propeller, and unitary means operatively connected to both the propeller adjusting mechanism and to the threaded members and adapted when operated to simultaneously adjust the propeller and vary the incidence of the Win 'In testimony whereof, smN DILL has signed his name to this specification, this 24th day of May 1926. y,

JOHN DILL. 

